Table of Contents

Q1 Investigate general certification rules: JAR 21/23/25/27/29 and explain in detail Type Certification / Supplementary Certification; JAR 21--- design production organisation approvals. .. 2 Q2 Investigate and explain the documentation relating to certificate of airworthiness; certificate of registration; noise certificate; weight schedule; radio station licence and approvals ................... 4 Q3 Investigate and explain JAR-OPS commercial air transport general; air operators certificate; operators responsibilities; documents to be carried; aircraft placarding (markings). ...................... 7 Bibliography .......................................................................................................................................... 12

YEOVIL COLLEGE DEPARTMENT OF ENGINEERING BTEC HNC/D AEROSPACE ENGINEERING UNIT 18 Aviation Legislation & Human Factors Assignment 2 2 Investigate the aircraft certification requirements and their associated documentation including JAR-OPS commercial air transport. 2.1 Explain certification rules such as JAR 21/23/25/27/29 taking into account Type and Supplementary Type certification.

Q1 Investigate general certification rules: JAR 21/23/25/27/29 and explain in detail Type Certification / Supplementary Certification; JAR 21--- design production organisation approvals.
When the European Aviation Safety Authority (EASA) reached full functionality in 2008 and took over the functions of the Joint Aviation Authority (JAA) EASA Regulation (EC) No. 1702/2003 was developed from JAA JAR 21, and is often referred to as "Part 21" (Regulation (EC) No 1702/2003 (including the Annex Part21) and its 7 subsequent amendments was replaced as of the 10th September 2012 by the recently published Regulation (EU) No 748/2012.). This regulation lays down the common technical requirements and administrative procedures for the airworthiness and environmental certification of products, parts and appliances specifying: a) the issue of type-certificates, restricted type-certificates, supplemental type-certificates and changes to those certificates; b) the issue of certificates of airworthiness, restricted certificates of airworthiness, permits to fly and authorised release certificates; c) the issue of repair design approvals; d) the showing of compliance with environmental protection requirements; e) the issue of noise certificates; f) the identification of products, parts and appliances; g) the certification of certain parts and appliances; h) the certification of design and production organisations; i) the issue of airworthiness directives. These requirements are then separated into type codes, JAR 23/25/27/29 (these however have also now changed under EASA to Certification Specifications: CS 23/25/27/29), that details the specific requirements, in addition to CS 21, of those aircraft to be compliant with so that EASA can issue a type-certificate. These type codes are broken down as follows: CS-23 (Normal, Utility, Aerobatic and Commuter Aeroplanes) CS-25 (Large Aeroplanes) CS-27 (Small Rotorcraft) CS-29 (Large Rotorcraft) 2

It should be noted that this is not the complete list of type certification specifications and that specifications exist for sailplanes (CS-22), gas balloons (CS-31GB) and hot air balloons (CS-31HB). A type certificate is awarded, by the European Aviation Safety Authority, to manufacturers after it has been established that the particular design of an aircraft, engine, or propeller has fulfilled the airworthiness requirements for the safe conduct of flights under all normally conceivable conditions (however military aircraft are usually exempted). Any aircraft that has been produced under a type certified design (a design that has already been tried and tested) are issued a standard airworthiness certificate. The actual type certificate is issued by the civil aviation authority (CAA) of a given country (such as the US FAA and EU EASA). The type-certificate and restricted type-certificate are both considered to include the type design, the operating limitations, the type-certificate data sheet for airworthiness and emissions, the applicable type-certification basis and environmental protection requirements with which the European Aviation Safety Authority records compliance, and any other conditions or limitations prescribed for the product in the applicable certification specifications and environmental protection requirements. The aircraft type- certificate and restricted type-certificate also both contain the type-certificate data sheet for noise however the engine type- certificate data sheet includes the record of emission compliance. A supplemental type certificate (STC) is issued by the aviation Authority approving a product (aircraft, engine, or propeller) modification. The STC defines the product design change, states how the modification affects the existing type design, and lists the serial numbers that will/have been effected by the changes. Part 21 Subpart J details the approval of Design Organisational Approval DSO. An organisation shall be entitled to have a Design Organisation Approval issued by the European Aviation Safety Authority when it has demonstrated compliance with the requirements of Part 21 Sub Part J. These requirements includes aspects such as design assurance systems (where the design organisation should be able to demonstrate that it has established and is able to maintain a design assurance system for the control and supervision of the design, and any design changes, of products, parts and appliances covered by the approval) and design data (the design organisation has to provide EASA with a handbook describing the relevant procedures and the products or changes to products to be designed as well as a means of controlling the quality of any products produced by sub-contractors or partner organisations for inclusion in the design). The European Aviation Safety Authority, through the applicable Agency, will issue the terms of approval. The terms of approval identifies the types of design work, the categories of products, parts and appliances for which the design organisation holds a Design Organisation Approval, and the functions and duties that the organisation can perform with regard to the airworthiness and characteristics of noise, fuel venting and exhaust emissions of products.

2.2 Describe aircraft certification requirements taking into account both documentation and JAROPS commercial air transport (general).

Q2 Investigate and explain the documentation relating to certificate of airworthiness; certificate of registration; noise certificate; weight schedule; radio station licence and approvals
Certificate of Airworthiness - A Certificate of Airworthiness (CofA) (EASA Form 25 ), or an airworthiness certificate, is issued for an aircraft by the aviation authority in the country in which the aircraft is registered. The airworthiness certificate attests that the aircraft is airworthy insofar as the aircraft conforms to its type design. The competent authority will issue a CofA to a new aircraft upon presentation of the documentation required by point 21.A.174(b)(2) and when the authority is satisfied that the aircraft conforms to an approved design and is in a condition for safe operation. For used aircraft in addition to the presentation of the documentation required by point 21.A.174(b)(3) the documentation must demonstrating that the aircraft conforms to a type design approved under a type-certificate and any supplemental type-certificate, change or repair approved in accordance with this Annex I (Part 21), that the applicable airworthiness directives have been complied with and that the aircraft has been inspected in accordance with the applicable provisions of Annex I (Part M) of Regulation (EC) No 2042/2003. Certificate of Registration - A Certificate of Registration is a unique alphanumeric string that identifies civil aircraft (just like number plates on vehicles). In accordance with the Convention on International Civil Aviation all aircraft must be registered with a national aviation authority and they must carry proof of this registration in the form of a legal document( a Certificate of Registration) at all times when in operation. Most countries also require the aircraft registration to be imprinted on a permanent fireproof plate mounted on the fuselage for the purposes of post-fire/post-crash aircraft accident investigation. Under CAA policy any UK registration marks that are currently in use or have been registered in the past are not re-issued to a second aircraft to avoid any confusion. An individual airframe may have more than one registration mark in its lifetime, but a particular registration mark can only apply to one airframe. This is not the case however in all countries where the registration may be reused when the aircraft is sold, destroyed or retired (an example of this N3794N which is assigned to a Mooney M20F however it had been previously assigned to a Beechcraft Bonanza, specifically the aircraft in which Buddy Holly was killed). When apply for a certificate of Registration the owner of the aircraft must send to the relevant authority, as well as the application form, any noise certificates the aircraft may have as well as the Permit to Fly Certificate, the Operating Limitations Certificate and a Certificate of Validity Permit to Fly (if currently in-permit). Noise Certificate Aircraft built today have to meet the noise certification requirements as set by the certificating authorities to enable the operator to obtain a Certificate of Airworthiness for that aircraft. For most states these requirements are based on Certification Standards adopted by the Council of the International Civil Aviation Organization (ICAO). The ICAO states that Noise certification shall be granted or validated by the State of Registry of an aircraft on the basis of satisfactory evidence that the aircraft complies with the requirements which are at least equal to the applicable Standards specified in this Annex (ICAO, 2002). From this statement the CAA passed on its responsibilities regarding ICAO requirements through the Airplane Noise Regulations 1999, the 4

Airplane Noise (Amendment) Regulations 1999 and the Air Navigation (Environmental Standards for Non-EASA Aircraft) Order 2008 to the operators of the aircraft however it should be noted that not all aircraft on the UK Register is obliged to have a Noise Certificate. Vintage aircraft and, with the exception of micro lights, Permit to Fly aircraft, are exempt. Moving forward with EASA they have issued that all aircraft will comply Article 6 of the Basic Regulation, which defines the "essential requirements for environmental protection" and requires that products, parts and appliances shall comply with the requirements contained in Annex 16 to the Chicago Convention. This is then elaborated with paragraph 21A.41 of the Part 21 Annex to Commission Regulation (EC) No 1702/2003 stating that the aircraft type-certificate and restricted type-certificate both include the type-certificate data sheet for noise (TCDSN). With the EASA website information about Noise Certification can be found with CS-36: Aircraft Noise (Formally JAR36 under the JAA) however this all relates the user back to ICAO Annex 16, Environmental Protection. The TCDSN documents an aircraft type's compliance with the applicable requirements for noise certification and records the associated EASA approved noise level(s). The TCDSNs for aeroplanes and rotorcraft for which EASA has issued a type certificate and for which the Type Certificate Data Sheet is published on the EASA website which can be accessed to enable operators to apply for a Certificate of Airworthiness as long as the aircraft operates within the limits set down in the TCDS (noise level checks can be carried out by the appropriate Authorities if there is thought that this policy was being exploited by an operator).

Weight Schedule - The Air Navigation Order 2000 No.1562 Part III Article 18 states that Every flying machine and glider in respect of which a certificate of airworthiness issued or rendered valid under this Order is in force shall be weighed, and the position of its centre of gravity determined, at such times and in such manner as the CAA may require or approve in the case of that aircraft. Upon the aircraft being weighed the operator of the aircraft has to create prepare a weight schedule showing: (a) either the basic weight of the aircraft, which is the weight of the aircraft empty together with the weight of unusable fuel and unusable oil in the aircraft and any equipment that have been indicated in the weight schedule, or any other weight which has been approved by the CAA in previous cases of that particular aircraft or aircraft type. (b) either the position of the centre of gravity of the aircraft when the aircraft contains only the items included in the basic weight or a differing position of the centre of gravity that has been again approved by the CAA in the case of that particular aircraft or aircraft type. In line with article 80 of ANO 2000 the weight schedule has to be kept by the operator of the aircraft until six months after the next basic weigh that again must be carried out in accordance with ANO 2000. EASA Air Operation Commission Regulation (EC) No 859/2008 Subpart J (Mass and balance) OPS 1.850 states that:

(a) An operator shall ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in the approved Aeroplane Flight Manual, or the Operations Manual if more restrictive. (EASA, 20 August 2008) (b) An operator must establish the mass and the centre of gravity of any aeroplane by actual weighing prior to initial entry into service and thereafter at intervals of four years if individual aeroplane masses are used and nine years if fleet masses are used. The accumulated effects of modifications and repairs on the mass and balance must be accounted for and properly documented. Furthermore, aeroplanes must be reweighed if the effect of modifications on the mass and balance is not accurately known. (EASA, 20 August 2008) (c) An operator must determine the mass of all operating items and crew members included in the aeroplane dry operating mass by weighing or by using standard masses. The influence of their position on the aeroplane centre of gravity must be determined. (EASA, 20 August 2008) (d) An operator must establish the mass of the traffic load, including any ballast, by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in OPS 1.620. (EASA, 20 August 2008) (e) An operator must determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual. (EASA, 20 August 2008)

Radio Station License Under Article 39 of the Air Navigation Order 2009 No.3015 Part IV (Radio communication and radio navigation equipment of aircraft) an aircraft must not fly without being equipped with radio communication and radio navigation which firstly complies with the laws in which that aircraft has been registered or the State of the operator and secondly enables communications to be made, and the aircraft to be navigated, in accordance with the provisions of this Order and any regulations made under this Order. The requirement to have a licence for a radio station in an aircraft and to be licensed or otherwise permitted to operate that radio station is detailed in Article 112 of the Air Navigation Order (ANO). Articles 51 of the ANO specify that an Flight Radio Telephony Operators Licence (FRTOL) is required in order to act as a radiotelephony operator in UK registered EASA and non- EASA aircraft. There are exceptions for flight crew under training and for sailplane pilots when transmitting on frequencies specifically allocated for glider operation. The FRTOL is a licence that may be issued to flight crew and other persons who have a requirement to operate the Aircraft Radio Station in a UK registered aircraft. The FRTOL is a national licence that may be printed onto a UK-issued Flight Crew Licence, or issued separately. EASA Air Operation Commission Regulation (EC) No 859/2008 Subpart L OPS 1.605 states that: a) An operator shall not operate an aeroplane unless it is equipped with radio required for the kind of operation being conducted. (EASA, 20 August 2008) b) Where two independent (separate and complete) radio systems are required under this Subpart, each system must have an independent antenna installation except that, where 6

rigidly supported non-wire antennae or other antenna installations of equivalent reliability are used, only one antenna is required. (EASA, 20 August 2008) c) The radio communication equipment required to comply with paragraph (a) above must also provide for communications on the aeronautical emergency frequency 121,5 MHz. (EASA, 20 August 2008)

All these documents mentioned above must be carried together on each flight including the original or a copy of the Third Party Liability Insurance Certificate (s) in accordance with EASA (EU) OPS 1.125.

Q3 Investigate and explain JAR-OPS commercial air transport general; air operators certificate; operators responsibilities; documents to be carried; aircraft placarding (markings).
Air Operators Certificate - Any individual, organisation or Company that wishes to operate an aircraft for the purpose of Commercial Air transport must, by law, obtain an Air Operator Certificate (AOC) from the Civil Aviation Authority. The Air Operator Certificate allows you to charge to fly passengers and / or cargo on your aircraft, whether this is a jet airliner operating on a trans-continental scheduled service, a helicopter flying passengers to oil platforms in the North Sea, or a hot air balloon offering pleasure flights. Before AOC is applied for it is essential that the organisation wishing to operate an aircraft understand what type of AOC they need. These considerations include the types of aircraft they intend to operate i.e. a Cessna 152 is no good as a Transatlantic commercial passenger aircraft just as a Boeing 747 is no good as a sightseeing aircraft, what area and routes they wish to fly and whether they need an all-weather operation or one which is limited to flights by day, or by night only. Once these considerations have been taken into account the organisation can chose either; An A to B AOC - Also referred to as a "full" AOC, it enables operators to fly from point A to point B. The conditions attached to a full AOC will be determined by the competence and ambitions of the organisation.

The AOC operating area may restrict flights to remain within the UK, or may permit operations to the near continent or be fully global. Operations may be conducted in all weather, or may be restricted to day only, day and night under Visual Flight Rules (VFR). Flights may be run as scheduled services, or as ad hoc charter An operating license is required.

A Restricted A to B AOC

An AOC with a deliberately limited scope that allows operators to conduct flights from point A to point B and has the following conditions:

Flights must be day VFR only Only single-engine piston aircraft under 2000kg Maximum Total Weight Authorised (MTWA) to operate on AOC A to B operations restricted to points within mainland UK The AOC may be issued with a limited but seasonal validity period depending upon the requirement An operating licence is required.

Or an A to A AOC - An AOC that again has a deliberately limited scope that allows operators to conduct flights that depart from and arrive at the same aerodrome i.e. sightseeing. It has the following conditions:

Flights must be day VFR only Only applicable to aircraft not exceeding 5000kg Maximum Take-Off Weight (MTOW) Flights are restricted in radius of operation of not more than 50 nautical miles (airplanes) or 25 nautical miles (helicopters) from the aerodrome. Application to operate outside of this area may be considered and is likely to incur additional costs. The AOC may be issued with a limited but seasonal validity period depending upon the requirement. A to A operators are not required to hold an Operating License.

Included in the above are some special AOC that apply to a very small number of organisations; AOC(B) - an AOC for balloon operators.

An operating license is not required

PAOC - a specialist National AOC granted to organisations operating in the Service of a Chief of Police. This AOC requires similar procedures to those of the full AOC; however the very nature of police operations necessitates the provision of easements from the standard regulations. Operators Responsibilities Under EASA Commission Regulation (EU) No 965/2012 Subpart GEN ORO.GEN.110 the Operators Responsibilities are as follows: (a) The operator is responsible for the operation of the aircraft in accordance with Annex IV to Regulation (EC) No 216/2008, the relevant requirements of this Annex and its certificate. (EASA, 5 October 2012) (b) Every flight shall be conducted in accordance with the provisions of the operations manual. (EASA, 5 October 2012) 8

(c) The operator shall establish and maintain a system for exercising operational control over any flight operated under the terms of its certificate. (EASA, 5 October 2012) (d) The operator shall ensure that its aircraft are equipped and its crews are qualified as required for the area and type of operation. (EASA, 5 October 2012) (e) The operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole. (EASA, 5 October 2012) (f) The operator shall establish procedures and instructions for the safe operation of each aircraft type, containing ground staff and crew member duties and responsibilities for all types of operation on the ground and in flight. These procedures shall not require crew members to perform any activities during critical phases of flight other than those required for the safe operation of the aircraft. (EASA, 5 October 2012) (g) The operator shall ensure that all personnel are made aware that they shall comply with the laws, regulations and procedures of those States in which operations are conducted and that are pertinent to the performance of their duties. (EASA, 5 October 2012) (h) The operator shall establish a checklist system for each aircraft type to be used by crew members in all phases of flight under normal, abnormal and emergency conditions to ensure that the operating procedures in the operations manual are followed. The design and utilisation of checklists shall observe human factors principles and take into account the latest relevant documentation from the aircraft manufacturer. (EASA, 5 October 2012) (i) The operator shall specify flight planning procedures to provide for the safe conduct of the flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes or operating sites concerned. These procedures shall be included in the operations manual. (EASA, 5 October 2012) (j) The operator shall establish and maintain dangerous goods training programmes for personnel as required by the technical instructions which shall be subject to review and approval by the competent authority. Training programmes shall be commensurate with the responsibilities of personnel. (EASA, 5 October 2012) Documents To Be Carried - Under EASA Commission Regulation (EU) No 965/2012 CAT.GEN.MPA.180 Documents, manuals and information to be carried are as follows: (a) The following documents, manuals and information shall be carried on each flight, as originals or copies unless otherwise specified (EASA, 5 October 2012): (1) the aircraft flight manual (AFM), or equivalent document(s) (EASA, 5 October 2012); (2) the original certificate of registration (EASA, 5 October 2012); (3) the original certificate of airworthiness (CofA) (EASA, 5 October 2012);

(4) the noise certificate, including an English translation, where one has been provided by the authority responsible for issuing the noise certificate (EASA, 5 October 2012); (5) a certified true copy of the air operator certificate (AOC) (EASA, 5 October 2012); (6) the operations specifications relevant to the aircraft type, issued with the AOC (EASA, 5 October 2012); (7) the original aircraft radio licence, if applicable (EASA, 5 October 2012); (8) the third party liability insurance certificate(s) (EASA, 5 October 2012); (9) the journey log, or equivalent, for the aircraft (EASA, 5 October 2012); (10) the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EC) No 2042/2003 (EASA, 5 October 2012); (11) details of the filed ATS flight plan, if applicable (EASA, 5 October 2012); (12) current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted (EASA, 5 October 2012); (13) procedures and visual signals information for use by intercepting and intercepted aircraft (EASA, 5 October 2012); (14) information concerning search and rescue services for the area of the intended flight, which shall be easily accessible in the flight crew compartment (EASA, 5 October 2012); (15) the current parts of the operations manual that are relevant to the duties of the crew members, which shall be easily accessible to the crew members (EASA, 5 October 2012); (16) the MEL (EASA, 5 October 2012); (17) appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation (EASA, 5 October 2012); (18) appropriate meteorological information (EASA, 5 October 2012); (19) cargo and/or passenger manifests, if applicable (EASA, 5 October 2012); (20) mass and balance documentation; (21) the operational flight plan, if applicable; (22) notification of special categories of passenger (SCPs) and special loads, if applicable; and (EASA, 5 October 2012) (23) any other documentation that may be pertinent to the flight or is required by the States concerned with the flight (EASA, 5 October 2012). (b) Notwithstanding (a), for operations under visual flight rules (VFR) by day with other-thancomplex motor-powered aircraft taking off and landing at the same aerodrome or operating site 10

within 24 hours, or remaining within a local area specified in the operations manual, the following documents and information may be retained at the aerodrome or operating site instead (EASA, 5 October 2012): (1) noise certificate (EASA, 5 October 2012); (2) aircraft radio licence (EASA, 5 October 2012); (3) journey log, or equivalent (EASA, 5 October 2012); (4) aircraft technical log (EASA, 5 October 2012); (5) NOTAMs and AIS briefing documentation (EASA, 5 October 2012); (6) meteorological information (EASA, 5 October 2012); (7) notification of SCPs and special loads, if applicable; and (EASA, 5 October 2012) (8) mass and balance documentation (EASA, 5 October 2012). (c) Notwithstanding (a), in case of loss or theft of documents specified in (a)(2) to (a)(8), the operation may continue until the flight reaches its destination or a place where replacement documents can be provided (EASA, 5 October 2012). Aircraft Placarding (markings) - Article 5 of the Air Navigation Order 2000 requires UK registered aircraft regardless of size and classification to bear nationality and registration marks in accordance with the regulations set out in Part B of Schedule 2 to the Order. The aim of displaying the registration mark is to allow easy identification of the aircraft and to achieve this there is a set standard by which the aircraft placarding must be displayed. The letters to be used must be in Roman characters without ornamentation and a hyphen shall be placed between the nationality mark and the registration mark. (Paragraph 1 of Part B to the Schedule). In the United Kingdom the nationality mark of the aircraft is the capital letter G in Roman character and the registration mark is a group of four capital letters in Roman character assigned by the CAA on the registration of the aircraft i.e. James Mays, from Top Gears, registration for his aircraft is GOCOK. The nationality and registration marks must be displayed where they are most visible, taking into consideration the constructional features of the aircraft and must always be kept clean and visible (Paragraph 1(2) of Part B to the Schedule). The letters of each group of marks must be of equal height and must be, as well as the hyphen, all the same single colour which clearly stands out with the background on which they appear. The nationality and registration marks shall also be inscribed on a fire-proof metal plate affixed in a prominent position: a) In the case of a microlight aeroplane, either on the fuselage or on the wing; b) In the case of a balloon, on the basket or envelope; or

11

c) In the case of any other aircraft on the fuselage or car. The size of the letters must be adhered to, depending on the size of the aircraft, in accordance with Air Navigation Order 2000 Schedule 2 Part B Paragraph 2.

Bibliography
Airworthiness certificate. (2013, March 7). Retrieved March 9, 2013, from Wikipedia: http://en.wikipedia.org/wiki/Airworthiness_certificate CAA. (n.d.). Air Operator Certificates. Retrieved March 19, 2013, from Civilian Aviation Authority: http://www.caa.co.uk/default.aspx?catid=1196&pagetype=90 CAA Safety Regulation Group. (5 February 2002). CAP 523 - The Display of Nationality and Registration Marks on Aircraft: Guidance for Owners. Norwich: TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority. EASA . (3 August 2012). REGULATIONS. COMMISSION REGULATION (EU) No 748/2012. EASA. (20 August 2008). REGULATIONS. COMMISSION REGULATION (EC) No 859/2008. EASA. (2003, October 17). CS-36: Certification Specifications Providing for Acceptable Means of Compliance for Aircraft Noise. Retrieved March 14, 2013, from EASA: https://www.easa.europa.eu/agency-measures/docs/agency-decisions/2003/2003-004RM/ED%20Decision%202003-004-RM.pdf EASA. (5 October 2012). REGULATIONS. COMMISSION REGULATION (EU) No 965/2012. EASA. (n.d.). EASA Aircraft Type Certificates. Retrieved March 14, 2013, from EASA: https://www.easa.europa.eu/certification/type-certificates/aircraft.php Goverment Legislation. (n.d.). The Air Navigation 2000 No.1562. Retrieved March 14, 2013, from Legislation.gov.uk: http://www.legislation.gov.uk/uksi/2000/1562/article/18/made ICAO. (2002). Annex 16. Environmental Protection, Volume I. Regulations. (n.d.). Retrieved March 09, 2013, from Civil Aviation Authority: http://www.caa.co.uk/default.aspx?catid=1404

12

Annex 1 Example of a Type-Certificate.

13